Frank lansberg



(No Model.) 1f F. LANSBERG.

AIR BRAKE.

No. 439,528. Patented 001;. 28, 1890.

MIV/

VAI/[1711107] UNITED STATES PATENT OFFICE.

FRANK LANSBERG, OF ST. LOUIS, MISSOURI, ASSIGNOR TO THE IIANSBERG BRAKECOMPANY, OF SAME PLACE.

AIR-BRAKE.

SPECIFICATION forming part of' Letters Patent No. 439,528, dated October28, 1890.

Application tiled June 16,1890. Serial No. 355,568. (No model.)

To all whom t may concern.-

Be it known that I, FRANK LANSBERG, of the city of St. Louis, in theState of Missouri, have invented a certain new and useful Improvement inAir-Brakes, ot' which the following is a full, clear, and exactdescription, reference being had to the accompanying drawings, formingpart of this speciiication.

My invention relates to that class of airbrakes wherein the air isadmitted from the auxilary reservoir to the brake-cylinder for servicestops, and wherein a greater reduction of air in the train-pipe than isnecessary for service stops permits an increased pressure of air in thebrake-cylinder for emergency stops.

Myinvention consists in features of novelty hereinafter fully described,and pointed out in the claims.

Figure I is a vertical sectional view showing the piston-valve in itsupper position admitting air to the auxiliary reservoir. Fig. II is adetail View of the slide-valve. Fig. III is a detail sectional view,hereinafter described. Fig. IV is a detail view of the piston-valve,showing the face of the valve secured to it, as hereinafter described;and Fig. V is a detail section on the line V V, Fig. IV.

Referring to the drawings, 1 represents a portion of the train pipecommunicating through a port 2 with a piston-valve chamber 3.

4 represents the pipe leading to the auxiliary reservoir, and 5 the pipeleading to the brake-cylinder.

6 is a valve-chamber leading from the chamber 3 to the pipe 4 of theauxiliary reservoir, and in this chamber is located a slide-valve 7,preferably of the form shown in Fig. II. The chamber G is round incross-section, and the valve being ilat on two of its sides permits thepassage of the airfrom the chamber 3 through the chamber G. The valve 7is provided with a groove 8 at its back to receive the inner end of aplug 9, by which the valve is held from turning in the port. The plug 9is heldin an opening 10 of the housing by means of a nut or screw-cap11, between which and the plug a spring 12 is placed, which serves tokeep the face of the valve up snugly against the wall of the chamber G.The valve 7 has a notch 13 on the front or face side of its upper end,and it is provided with a port 14, extending from its face in aninwardly direction to about its center, from where it extends in adownwardly direction a short distance, (see Figs. I and II,) and then inan outwardly direction through the side of the Valve. In this chamberthere is a seat 15 to receive the conical upper end of a stem 16, havinga shoulder 17 just beneath the valve 7, and below this shoulder the stemhas secured to it a piston-valve 18, fitting and working in the chamber3. The stem 16 is secured to the valve 7 by means of a transverse key19. But a slight movement of the stem within the valve is permitted bymaking the opening in the stem through which the key passes larger thanthekeyin a vertical direction, or of course the opening through the stemmight be the same size as the key, and the opening in the valve throughwhich the key passes made larger in a vertical direction than the key.

At the lower end of the chamber 6 is a seat 20, against which bears aconical portion 21 on the upper face of the piston-valve 18. Thisportion 21 of the valve 1S has a notch or groove 22, and by this portion21 the valve 18 is prevented from coming quite against the upper end orsurface of the chamber, leaving a space 23 between the upper face of thevalve 18 and the upper end of the chamber.

24 represents a small groove or port in the upper portion of the side ofthe chamber, through which when the valve is raised the air passes fromthe train-pipe into the chamber 3, and escaping through the notch orgroove 22 enters the chamber 6 and passes to the auxiliary reservoir, asshown by the arrows in Fig. 1.

The part-s thus far described form no part of my present invention, andare the same as the corresponding parts of my application iiled April2G, 1890, Serial No. 346,642.

25 represents a passage forming a communication between the chamber 3and pipe 5. In this passage there is located a check-valve 26, having aseat 27, and the function of which is to prevent the air in thecylinder-pipe from IOO .passing to the chamber 3, while not preventingthe passage of the air from the chamber to the brake-pipe when anemergency stop is being made.

28 represents a projection on the pistonvalve 18. This proj ection ispreferably formed on the under side of the valve 18, and is adapted tocontrol the opening 29, leading from the chamber 3 into the passage 25.The

face of the projection 28 neXt to the wall of the chamber 3 may be madeto conform to the contour or bore of the chamber, so as to produce initself a valve controlling the opening 29; but I prefer to locate theprojection 28 back a short distance from the edge of the valve 18 and toplace between the projection and the wall of the chamber a bearing pieceor block 80, which is suitably held to the projection and against theface of the chamber, springs 31 being preferablyemployed to hold theblock or piece against the face of the chamber and compensate for wear,the springs being held in openings made in the projection 28 by means ofplugs 32. (See Fig. III.) At the upper end of the projection 28 there isan opening 33, and if the block or piece 30 is used a like opening 34would be made therein.

The operation is vas follows: Supposing the train tobe running. Theairin the train-pipe will keep the piston-valve 18 in its upperposition, and the air will pass through the port or groove 24, throughthe space 23, through the notch or groove 22, and through the chamber 6,around thevalve 7 to the auxiliary reservoir. Now suppose a service stopis to be made. The air is reduced in the train-pipe, say, three poundsto the square inch, and the piston-valve 18 descends, closing the port24 and moving the valve 7 down with it as soon as the lost motion of theopening through which the key 19 passes is taken up. The lost motionbetween the key 19 and stem 16 just referred to permitsthe said stem 16to descend a short distance independently of the valve 7 and remove itsconical upper end from the seat 15, thus opening the port 14. As soonasthe valve 7 descends far enough for the port 14 to come opposite orregister with a port 40 leading to the passage 25, the air passes fromthe auxiliary reservoir to the brake-cylinder, through the ports 14 and40, and through the passage25 to the brake-cylinder, thus ap- -plyingthe brakes. To release the brakes, the air is admitted to the train-pipeagain, and the piston-valve and the valve 7 rise to their normalposition, as shown in Fig. I, when the air will exhaust from thebrake-cylinder and passage 5 through the valve-cavity 41 and theexhaust-port 41:2 The reduction of the air for a service stop is notsufiicient to permit the valve 18 to descend far enough for the openingor passage 33 to come opposite the opening or passage 29,y so that adirect connection between the train-pipe 1 and the passage 25 is notpermitted when a service stop is being made. 4

In case an emergency stop is to be made the air in the train-pipe isreduced more than is necessary for a service stop and the pistonvalve 18drops -farther than it did for the service stop, and the opening orpassage 33 is brought opposite the opening or passage 29, and, as Willbe plainly seen, a direct communication will be made between thetrain-pipe and the brake-'cylinder through Vthe passage 25, and thus bymeans of a very cheap and durable construction I am enabled to establisha direct communication between the trainpipe and brake-cylinder andproduce a most eiiective emergency stop.

I claim as my invention- 1. In an air-brake, the combination of atrain-pipe, a valve, a chamber in which said valve Works, a passageforming a communication between said chamber and the brakecylinder pipe,and a projection closing said passage when the brakes are off and when aservice stop is being made on said valve, said projection having anopening adapted to register with an opening leading to said passage whenan emergency stop isto be made, substantially as set forth.

2. In an air-brake, the combination of a train-pipe, a valve-chamber, avalve located in said chamber, a passage forminga communication betweenthe chamber and the brakecylinder, a perforated proj ectionon saidvalve, and a spring-actuated block placed between the projection and thewall of said chamber, substantially as and for the purpose set forth.

3. In an air-brake, the combination of a train-pipe communicating with avalve-chamber, a passage leading to the brakecylinder and communicatingwith said valve-chamber, a valve located in said chamber, a projectiondepending from the valve and having an opening or passage, and a blocklocated between the projection and the wall of the valvechamber andhaving a passage corresponding to the passage of said projection,substantially as and for the purpose set forth.

4. In an air-brake, the combination of a slide-valve for a service stop,a piston-valve controlling said slide-valve, a chamber in which saidpiston-valve is located, a passage forming a communication between saidchamber and the brake-cylinder, and a projection on said piston-valveadapted to close said passage, said projection having an opening orpassage which forms a communication between said chamber and saidpassage when the air in the train-pipe is to be reduced more than isnecessary for a service stop substantially as and for the purpose setforth.

FRANK LANsBERG.

In presence of E. S. KNIGHT, THos. KNIGHT.

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